Steamship.



PATENTED MAY 26, 1908.

A. M. HURBL. STEAMSHIP.

APPLICATION nun DBO. 1a, 1907.

its: me 130 2 1m: uonms PETERS cu.. WASHINGTON,

AMAND MARTIN HUREL, OF NEW YORK, N. Y.

STE AMSHIP.

Specification of Letters Patent.

Patented May 26, 1908.

Application filed December 19, 1907; Serial No. 407,102.

, county of Richmond, city and State of New York, have invented certain new and useful Improvements in Steamshrps, of which the following is a s ecification.

The object 0 my invention is to produce a steamship which can be propelled with the minimum amount of power and can readily be turned in a small space.

In the drawings, Figure 1 is a cross-section of my improved steamship on line 11 of Fig. 2 Fi 2 is a sectional plan view thereof 011 line 22 of Fig. 1; Fig. 3 is a longitudinal sectional view on line 33 of Fig. 2, and

Fi 4 is a detail view of one of the engine cy inders.

My improved steamship consists substantially of two superimposed flat bodies, the upper body being smaller-so as to leave a marginal projecting portion on the lower body all around the ship. The lower body contains the boilers at its central portion, as indicated at B, as well as coal, provisions and baggage, that is to say, the bulk of the heavy contents, so that the center of gravity may be relatively low and as far as possible from the sides of the ship. The engines may also be placed at the central portion, but I prefer to place one of the engines near the rear set of paddle wheels, and one at each side of the boat to operate the side paddle wheels hereafter referred to.

an annular safety chamber along the outer .1. wall of the ship, which chamber may be subdivided into compartments by suitable partitions so as to render the vessel safe against the effects of a collision. The upper body D is preferably provided with an opening above the boilers, forming the chamber E, and may be provided further with a passage or hallway F leading forwardly to a saloon G and rearwardly to a saloon H, cabins I being lo cated at either side of the upper body D. A railing J surrounds the u per body so as to form a deck promenade If around the upper body. Steps L are provided to enable the upper deck of body D to be reached from the upper deck of body A. Near the chamber E is located the bridge M upon which should be I placed the mechanism for controlling the machinery of the ship.

At each side of the widest portion of the ship is provided a paddle wheel or other ropelling device N, of which each is capabfe of being driven in either direction and at varying speeds, independently of the other. By this arrangement the ship can be steered without the aid of a-rudder and can be turned within a short radius. At the stern I locate one or more paddle wheels, or other propelling devices 0.

Each of the side wheels N N is provided with its own engine, preferably located adjacent thereto. Another engine is provided for the stern wheel or wheels, and is preferably located in the stern. These engines are all separately controllable from the bridge, so that it is possible to drive any one or two of the said engines, and to vary the speed as well as the direction of motion of each engine, independently of the other engines, so that the vessel may be controlled very readily and quickly. Some means should be provided for permitting the stern wheel or wheels to run freely when the stern engine is stopped and the side engines are running in order that such wheel or wheels may not act as a brake or drag this means may, for instance, consist of valves for admitting air to the cylinders of the engine, as shown in Fig. 4. The lower bodyA is preferably closed on all sides, being preferably without port holes. The upper body D is preferably provided with port holes, doors and ventilating devices. The body A and the body D form substantially a single structure. less, but the bottom surface is preferably raised somewhat at the sides, the rises being smaller at the bow than at the stern. While the ship is stationary, or is proceeding at a slow speed, its water line is practically constant. The water line should be at about half the height of the body A. hen the speed is increased, the ship will rise, thus reducing its displacement, and, instead of cutting the water, it will practically ride on the surface of the water, thus minimizing the resistance.

The horizontal outline of the bodyA is preferably ovoidal. The manner of plotting such ovoidal outline, and its particular advantages, I have described in my patents, issued to me by the Republic of France, Nos. 170,898, August 29, 1885; 214,386, June 23,

The ship is keel- 1891, and 217, 839, December 4, 1891. Thus the greatest Width of the ship is forward of its center, and the sides form convex surfaces throughout. I have found that this shape is best adapted for reducing the resistance of the water to the progress of the ship' I claim as my invention:

A ship, ovoidal in horizontal section, provided With a substantially fiat bottom, With propelling means at one end, and with pro pelling means at each side of its widest portion, each of such propelling means being movable independently of the other propelling means, substantially as and for the purpose described.

In testimony whereof I have hereunto signed my name in the presence of two Witnesses.

AMAND MARTIN HUREL. Witnesses:

FRITZ V. BRIESEN, JOHN A. KEHLENBEOK. 

